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of the normal sequence of rigging and de-rigging the
glider (as it is for the horizontal stabilizer/elevator and
for the wing/aileron combinations). Poor directional
control is so obvious to the pilot from the very beginning
of the launch that, if rudder malfunction is suspected,
the launch can be aborted early.
Rudder malfunctions most likely occur due to failure to
remove the rudder control lock prior to flight or when
an unsecured object in the cockpit interferes with the
free and full travel of the rudder pedals. Preflight
preparation must include removal of all flight control
locks and safe stowage of all items on board. The pretakeoff
checklist includes checking all primary flight
controls for correct, full travel prior to launch.
Although rudder failure is quite rare, the consequences
are serious. If a control lock causes the problem, it is
possible to control the glider airspeed and bank attitude
but directional control is compromised due to limited
rudder movement. In the air, some degree of directional
control can be obtained by using the adverse yaw effect
of the ailerons to yaw the glider. During rollout from an
aborted launch or during landing rollout, directional
control can sometimes be obtained by deliberately
grounding the wingtip toward the direction of desired
yaw. Putting the wingtip on the ground for a fraction of
a second causes a slight yaw in that direction; holding
the wingtip firmly on the ground usually causes a vigorous
yaw or groundloop in the direction of the
grounded wingtip.
Careless stowage of cockpit equipment can result in
rudder pedal interference at any time during a flight.
During soaring flight, if an object is interfering with or
jamming the rudder pedals, attempt to remove it. If
removal is not possible, attempt to deform, crush, or
dislodge the object by applying force on the rudder
8-14
pedals. It also may be possible to dislodge the object
by varying the load factor, but be careful that dislodging
the object does not result in its lodging in a worse
place, where it could jam the elevator or aileron controls.
If the object can not be retrieved and stowed, a
precautionary landing may be required.
SECONDARY FLIGHT CONTROL SYSTEMS
Secondary flight control systems include the elevator
trim system, wing flaps, and spoilers/dive brakes.
Problems with any of these systems can be just as serious
as problems with primary controls.
ELEVATOR TRIM MALFUNCTIONS
Compensating for a malfunctioning elevator trim system
is usually as simple as applying pressure on the
control stick to maintain the desired pitch attitude, then
bringing the flight to safe conclusion. Inspect and
repair the trim system prior to the next flight.
SPOILER/DIVE BRAKE MALFUNCTIONS
Spoiler/dive brake system failures can arise from rigging
errors or omissions, environmental factors, and
mechanical failures. Interruptions or distractions during
glider assembly can result in failure to properly connect
control rods to one or both spoilers/dive brakes. Proper
use of a comprehensive checklist reduces the likelihood
of assembly errors. If neither of these spoilers/dive
brakes are connected, then one or both of the
spoilers/dive brakes may deploy at any time and retraction
will be impossible. This is a very hazardous situation
for several reasons. One reason is that the
spoilers/dive brakes are likely to deploy during the
launch or the climb, causing a launch emergency.
Another reason is that the spoilers/dive brakes might
deploy asymmetrically: one spoiler/dive brake
retracted, the other spoiler/dive brake extended. This
results in a yaw tendency and a roll tendency that does
not arise when the spoilers/dive brakes deploy symmetrically.
The final reason is that it will not be possible to
correct the situation by retracting the spoiler/dive
brake(s) because the failure to connect the controls
properly usually means that pilot control of the
spoiler/dive brake has been lost.
If asymmetrical spoiler/dive brake extension occurs
and the extended spoiler/dive brake cannot be
retracted, several choices must be made. Roll and yaw
tendencies due to asymmetry must be overcome or
eliminated. One way to solve this problem is to deploy
the other spoiler/dive brake, relieving the asymmetry.
The advantages include immediate relief from yaw and
roll tendencies and protection against stalling with one
spoiler/dive brake extended and the other retracted,
which could result in a spin. The disadvantage of
deploying the other spoiler/dive brake is that the glide
　
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